Drive axle mounting for swinging and rocking motion



May 6, 1952 F. P. MARTIN 2,595,594

DRIVE AXLE MOUNTING FOR SWINGING AND ROCKING MOTION Filed June so, 1947e Sheets-Sheet 1 Fred Mar-fin Gttorucu .5

F. P. MARTIN DRIVE AXLE MOUNTING FOR SWINGING AND ROCKING MOTION F1 June50, 1947 F. P. MARTIN May 6, 1952 DRIVE AXLE MOUNTING FOR SWINGING ANDROCKING MOTION Filed June 30, 1947 6 Sheets-Sheet 5 Gnome} 3 F. P.MARTIN 2,595,594

DRIVE AXLE MOUNTING FOR SWINGING AND ROCKING MOTION May 6, 1952 6Sheejzs-Sheet 4 Filed June 30, 1947 Bmwntor II/III! Wed 9 Mclrfi Gttomegs 6 Sheets-Sheet 5 F. P. MARTIN May 6, 1952 DRIVE AXLE MOUNTING'FORSWINGING AND ROCKING MOTION Filed June 30, 1947 y 6, T952 F. P. MARTIN2,595,594

' DRIVE AXLE MOUNTING FOR SWINGING AND ROCKING MOTION Filed June 30,1947 6 Sheets-Sheet 6 3nnentor Ffed P. Nerf/n Clttorneg S Patented May6, 1 952 UNITED STATES PATENT OFFICE DRIVE AXLE MOUNTING FOR SWINGINGAND ROCKING MOTION 3 Claims. 1

This invention relates to power operated vehicles such as tractors andtrucks having multiple axles, and more particularly to such a vehicle inwhich all axles are turned for steering and driving power is deliveredfrom the engine to all of the road engaging wheels.

It is desirable in trucks, tractors and the like to have more drivingwheels providing increased tractive effort or pulling power of suchmotor vehicles, however larger vehicles and more power permits themoving of larger loads and results in diificult problems, one of whichis the lack of maneuverability, especially when making turns. Steeringof vehicles by turning the axles to which power has been applied hasbeen attempted, but problems of power required for such steering and thedelivery of driving power to the wheels have not heretofore been solvedby a practical structure. Universal drive connections are essential, yetall attempts to create all wheel steering and driving in a vehicle haveresulted in structures which were difficult to maintain and regularservice requirements subjected the vehicles to undue wear.

The objects of the present invention are to overcome these difficultiesin order to increase the traction and pulling power of such motorvehicles and provide for greater control of the multiple driving wheelswith increased maneuverability; to provide an-all wheel drive vehiclehaving all axles steered; to provide ayehicle drive inwhich angularitiesof universal joints.

are kept at a minimum at any position of said axles; to provide powersteering of multiple axles of a vehicle for easy steering andmaneuvering with safety of control; to provide for steering a vehicle byturning all axles, said axles having conventional differential gearingtherein; to provide a vehicle witha driving axle having limiteduniversal or swinging movement on said vehicle for turning same whilethe traction wheels assume different elevation relative to said vehiclein passing over uneven ground; to provide a driving axle with spacedsupporting connections on a vehicle, said connections being spaced fromsaid axle and at different elevations and angles fromthe' axis of saidaxle; to provide a three axle vehicle with a trailer support between thesecond and third axles, said third axle carrying a frame havingarticulated connection with the portion of the vehicle carried by thefirst and second axles; to provide an articulated traction vehiclehaving more than two driving axles all of which are steered; to providefor pivoting a driving axle of a vehicle on a vertical axis at a supportspaced from said axis permitting swinging movement of said axle; and toprovide an all wheel driven, all axles steered vehicle that is capableof easy maneuvering, short turning radius, high traction effort,flexibility of operation on all types of terrain, that is efficient,sturdy and. economical to operate and maintain.

In accomplishing these and other objects of the present invention, Ihave provided improved details of structure, the preferred forms ofwhich are illustrated in the accompanying drawings, wherein:

Fig. 1 is a perspective view of a motor vehicle embodying the featuresof the present invention and having a load carrying device operativelyconnected thereto.

Fig. 2 is a horizontal sectional view through the motor vehicle on theline 2-2, Fig. 3, particularly illustrating the axle connecting andsupporting members.

Fig. 3 is a vertical sectional view through the vehicle illustrating themechanism for delivering driving power from the engine to the roadengaging wheels.

Fig. 4 is a plan view of a motor vehicle having an articulated chassissupported on three axles.

Fig. 5 is a vertical sectional view on the line 55, Fig. 6, illustratingthe connection of the front axle support to the chassis.

Fig. dis a vertical sectional view on the line 66, Fig. 5 through thefront axle support.

Fig. 7 is a front elevation of the motor vehicle, portions of the axlehousing and drive therefor being broken away to better illustrate theparts therein.

Fig. 8 is a vertical sectional view through the differential andassociated reduction gears and drive connection of the intermediateaxle.

Fig. 9 is a rear elevation of the third axle, portions being broken awayto better illustrate the parts of the drive therefor.

Fig..10 is a side elevation of thepower device for the steering of thevehicle axles.

Fig. 11 is a diagrammatic view illustrating the movement of the wheelswhen the axles arewhen moving in a circle.

illustrated in Figs. 1 to 4 inclusive.thechassisis of v articulatedstructure, consisting of a frame 31 carrying an engine 4 preferably inthe forward portion thereof, and a load carrying frame 5"pivotallyconnected to the frame 3aslater described.

The frame 3 is supported on a front axle housing 6 and intermediate axlehousing I, and the frame 5 is carried on the frame 3 and a rear axlehousing'8, the axles being carried by-wheels- 9, I5 and H respectively;The frame 3 consists of spaced channel members l2 and l3arrangedlongitudinally of the vehicle and connected adjacent their forward endsby a transverse channel member l4, theends of which are-suitably.connected as by welding or-the like to the longitudinal channel members,said longitudinal members also being connected by other transversemembers or suitable bracing toprovide a rigid frame structure. The axles6, l and 8 conform to well known design of commercial automobile rearaxles, except for slight alterations and additions as becomenecessarytoadapt thesamefor the-use herein exemplified. No brake mechanism isillustrated as such mechanism may be conventional and forms no part ofthe invention.

Depending from the channel member Hand preferably centrally arrangedrelative. to the longitudinal channels [2 and I3.is.a.ball.member l5universally rotative in asp-herical socket member IBsuitablysecured tothe. upper portion of an A.-frame. or yoke I1, said A-frame. having.outwardly and downwardly directed legsl8 and 19, the lower ends of whichareprovided with feet 20 adapted to rest on'suitable. pads 21 mounted ontheupper portion of the axlehousing 6; the spacing between the feet 25beingillustrated as slightly less than the spacing between the framemembers If and. I3. The feet 20. are secured to the axleand the. pads.21 thereon by means of U-.bolts,2'2.engaging overtheupper portion ofthe feet. and having. legs 23. extendingv downwardly therefrom andthrough suitableapertures in a plate 24 extending under th axle housing.5, nutsbeing applied to the. ends of the U.-bolt legs-for drawing theplate 24 into snug engagement with the axle housing 6.

In order to stabilize the universal action of the front axle mounting,and particularly to eliminate longitudinal movement of said axlerelative to the vehicle, the stabilizing mechanismconsists of an arcuatemember 25 arranged substantially in a plane. at rightangles tothevertical axis extendingthrough theball and socket mem-.

bers l5 and IS. The arcuate member 25 preferably consists of a heavyfiat bar or other suitable structural shapebentin theform of asemicircle and having its ends secured as at 26 to the axle housing. 6by means of suitable U-bolts and plate structure similar to that foranchoring the A-frame I? to said axle. The ends of the semi-circularmember 25 are preferably secured to the axle between the wheels 9 andthe feet 20. of the A-frame, and extend to; the rear; of said.

axle housing 6, the arcuate member extending through a support structure2'! which permits the arcuate member to move when the axle 6 is turnedabout a vertical axis and permits lateral oscillation of said axle andarcuate member as when the wheels pass over uneven terrain. The support27 preferably consists of suitable rollers 28 and 29 having rollingengagement with the upper and lower ends 30 and BI of the arcuate member25 and rotatably mounted in spaced plates 32 and 33, said plates beingheld in suitably spaced relation by means of studs 34 extending throughapertures 35 in said plates and having nuts 35 threaded on the ends ofsaid studs to draw. the plates together and into engagement withsuitable spacers 3'! arranged on the studs between said plates. Each ofthe plates is provided with bosses 38 having suitable antifrictionbearings 39 mounted in bores in said bosses, said bearings 39 beingmounted on ends 58 of stub shafts .41 and 42 secured by means ofU..-bolts 43 to the lower end 44. of. suitable bracing l5.carried by thelongitudinal frame members 12 and I3.

The stub shafts 4|.and42 are, preferably arranged inparallel, relationto the longitudinal center of the frame 3, whereby the bearings 39permitrotative movementof the plates 32 and 33in a vertical planetransversely arranged relative to the vehicle frame 3. This structureprevents upward or downward movementof the rear portion of thearcuatemember 25, thereby preventing movement of the ax1e .6 longitudinally ofthe vehicle. It does provide forlateralmovemerit simultaneously with theturning movement of'the axle aboutthe ball and socketmembers 5 and It,thereby providing for'suitable movement of,;the axle 5 when thewheelspass over uneven ground. The axle. housin 6 includes adifferential gear housing 45 enc.osing conventionaldifferential. gearing41 operatively connected to axles tfil and 49 extending through theaxlehousing 6 and operatively connected with thewheels 9.

The differential gearing includes the, conventional ring, gear. 55meshing with a, bevelled pinion 5i mounted on .a drive shaft 52rotatably mounted. inv suitable, bearings 53 mounted in a vertically,arranged; extension of the, housing 46 whereby the shaft .52 is onavertical axis extend+ ingthroughthe ball and socket members l5 andHis.v Theupper end of the shaft 52. carries a ring.

gear.54.enclosed in ahousing 55,which is supportedona bushing 53 byroller bearings 51, said,

bushing having:.aflange, 58 securedv by suitable fastening devices, suchas screws, to the extension of the differential housing 46. Thisstructure permits thehousing 55 and the axle .housingfi to have relativerotation. The bevelled gear 54 mesheswith abevelled pinion 59 and anythrust imparted by the bevelled pinion ,to thebevelled gear is vtaken bya-thrust bearing fiflbetween the.

gear. 54 and the lower part of thegear housing55.

The bevelledpinion is mounted on a shafttl which is carried. in suitablebearings in a housing extension 52'; projecting rearwardly-of thehousing,.55zand..arranged perpendicular. to the axis of the.sh,aft;52.The rear end ofthe shaft 6| is suitably comiected .toa drive shaft 63 bymeans of a.suitable universal joint. 64.- The drive shaft 63: preferablyconsists of. telescoping keyed members to, provideexpansionandcontraction of the drive-shaft 63: The rear end. of the drive shaft63:is connected. byza .universal joint 65 with a shaft .66 extending.forwardly from adjacent the lower. end. of ahousing 61.. enclosing;suitable transmission mechanism such as chains and sprockets or gearsoperatively engaged to receive driving power from the conventionaltransmission enclosed in the housing 68 mounted on the rear of theengine 4, which is suitably supported on the frame members I2 and I3 asat 69. This arrangement connects the engine with the differentialgearing and the axle housing to deliver power thereto with the shaft 63substantially horizontally arranged and in parallel relation to theframe members I2 and I3.

Since the axle housing 6 is rotatable about a vertical axis extendingthrough the shaft 52 and is rotatable relative to the housing 55, saidhousing may be held against rotation relative to the chassis by means ofa wishbone connection I with the frame. Said Wishbone arrangementconsists of arms II and I2, the forward ends of which are connected toears I3 and I4 extending laterally of the housing 55 by means of balland socket devices I5. The arms II and I2 converge and are connected toa collar 16 slidable and rotatable on a shaft 'II, the rear end of whichis connected by a ball and socket connection I8 mounted on the lower endof a bracket I9 which is secured to the rearmost brace 05. The wishbonestructure permits free oscillatory movement of the axle housing on theball and socket members I and I6 but maintains the gear housingextension 62 substantially in alignment with the shaft 66 of thetransmission housing 91.

The rear portions of the longitudinal frame members I2 and I3 areconnected by a transverse member 80, having a depending boss 8|centrally located thereon for mounting a suitable bearing 82, forexample a tapered roller bearing capable of withstanding radial andthrust loads. The outer race of the bearing 82 is carried within anupstanding flange 83 on the upper end of an A-frame or yoke 84, asuitable fastening device 84' securing the A-frame and the transversemember 80 and providing adjustment for the bearing 82. The A-frame 84has depending legs 85, the lower ends of which are provided with feet 86which are secured to the axle housing I by means of U-bolts or the like86 in substantially the same manner as the A-frame or yoke II is securedto the axle housing 6, the spacing of the feet 86 being substantiallythe same as the spacing of the feet on the A-frame I'I.

Secured to and extending forwardly of the axle housing 'I is an arcuatemember 8? prefer ably semi-circular in shape and substantially the sameas the arcuate member 25, the ends 88 of the arcuate member beingsecured as at 89 to the axle housing 'I by U-bolts or the like similarto the mounting of the arcuate member on the axle housing 6. The arcuatemember 81 is preferably arranged on a horizontal plane perpendicular tothe axis of the bearing 82 and operates in spaced supports 90 and 9|arranged forwardly of the axle housing 7, said supports stabilizing theaxle housing "I and preventing longitudinal or lateral movement thereof.Each of the supports 90 and 9! consists of a bracket member 92 havingtheir upper ends secured to the frame members i2 and I3 and are suitablyribbed to form a rigid structure. The outer portion of the brackets isprovided with spaced flanges 93 having suitable apertures 94 formounting a shaft 95 adapted to carry a roller 96 for engaging the upperedge 91 of the arcuate member 81 to prevent upward movement of theforward portion of said arcuate member. The lower ends of the brackets92 are provided with plates 98 spaced slightly above the upper edge 91of the arcuate member 81 and provided with spaced apertures 99 adaptedto receive bolts I00 extending downwardly from the plate 98 and throughaligned apertures IOI in a plate I02 spaced below the lower edge I03 ofthe arcuate member 81, the plate I02 being held in position by means ofnuts I04 applied to the threaded lower end of the bolts I00 to draw theplate I02 into engagement with spacers I09 sleeved on the bolts I00 andengaging the plates 98 and I02. The plates 98 and I02 have verticallyaligned apertures I06 and I01 arranged on opposite sides of the arcuatemember 8'! and adapted to carry shafts I98 mounting suitable rollers I69and H0 engaging the side faces III and H2 of the arcuate member 81.Carried on the plate I02 are spaced ears II3 for supporting a roller H4adapted to engage the lower edge I03 of the arcuate member 81. Therollers 96, H0, I09 and H4 oneach of the brackets 92 support the arcuatemember 8? to permit free movement thereof through the rollers when theaxle housing 'I is turned on a vertical axis, but prevents any othermovement of said axle member I.

The axle housing I includes a gear housing IE5 for enclosing suitabledifferential gearing I IS substantially the same as conventionalautomotive bevelled gear differential structure, wherein a ring gear IIIis operatively meshed with a bevelled pinion I I8 mounted on a pinionshaft II9 carried in suitable bearings I20 mounted in a differentialgear housing extension I2I vertically arranged relative to the axlehousing I in such a manner that the shaft H9 is arranged coaxially withthe axis of the bearing 82. R0.- tatably mounted on the housingextension I2I is a gear housing I22 enclosing a bevelled gear I23 havingmeshing engagement with a bevelled pinion I29 mounted on a shaft I25carried in suitable bearings I29 of a housing extension I2I, saidextension being arranged forwardly of the housing I22 and substantiallycoaxial with the portion I28 of the shaft 66 which extends rearwardly ofthe transmission housing 61, the shaft 525 and the shaft portion I28being connected by a drive shaft I29 and suitable universal joints I30and I3I, whereby power is delivered from the engine 4 through thetransmission enclosed in the housing 87 and by the drive shaft I28 tothe bevelled pinion I20 to drive the gear i23 to deliver power to thedifferential gearing H6 which is connected in a conventional manner withthe wheels I0 for driving same and permitting said wheels It to rotateat different speeds as when the vehicleis turning or negotiating anarcuate path. In order to maintain the gear housing extension I27 insubstantial alignment with the shaft portion I28 when the axle housing'I is turned, a wishbone I32 is arranged with its forward end connectedby a ball and socket joint I33 with a transverse member I34 secured tothe bracket members 92, said wishbone having arms I35 arranged on eachside of the gear housing I22 and secured thereto by ball and socketjoints I38.

In the three axle structure as illustrated in Figs. 3 and 8, anextension shaft IS'I is secured to the upper face of the ring gear I23,said shaft extending upwardly through an aperture I 33 in the upperportion of the housing I22 and through a bearing I39 carried by a collarI40 having a flange MI secured to the upper face of the housing I22.Secured to the upper end of the shaft I3! is a ring gear I 42 enclosedin agear housing I 43 rotatably mounted as by bearings I44 on the collarI49, suitable seals I45 being applied to the gear housing for sealingthe openings surrounding the bearings I44. A thrust bearing I45 ismounted between the gear I42 and the lower part of the housing I43.Meshing with the gear I42 is a bevelled pinion I41 carried on a shaftI48 suitably mounted in bearings I49 carried in gear housing extensionI50, said extension extending toward the rear of the vehicle. The shaftI 48 is connected by suitable universal joints I5I with a drive shaftI52 formed of telescoping members for extension and contraction of saiddrive shaft during the turning of the various axles. The rear end of thedrive shaft 552 is connected by a universal joint I53 to a gear pinionshaft I54 mounted in suitable bearings in a gear housing extension I55extending forwardly of a gear housing I55. The housing I55 is rotatablymounted on an extension I51 of a differential gear housing I58 of therear axle housing 9, said shaft 954 carrying a bevelled gear pinion I59meshing with a ring gear I60 mounted in the housing 255 and connectedwith the differential gearing IEI in substantially the same manner asthe structure connected with the axle housing 5.

The axis of the shaft in the differential gear housing extension I51 iscoaxial with the axis of a bearing structure I 62 mounted on the upperportion of an A-frame or yoke E63 leaving diverging legs I84 providedwith feet I65 secured to the upper portion of the axle housing 8 bymeans of suitable U-bolts or the like 366, said connection of the feetand the axle being substantially the same as that described in theconnecting of the feet 29 with the axle housing 6. The bearing structureI52 consists of a plate member I51 having an upstanding flange E98mounting a tapered roller bearing 66%, the inner race of which iscarried by a hollow boss 19 on a plate I1I secured to a cross memberI12, the parts of the bearing housing being held together by suitablebolt and nut structure i13 which also serves to adjust the bearing.Mounted on the ends of the cross member I12 by means of ball and socketconnections I14 and I15 are the legs I16 and I11 of an A-frame liii,said A-frame forming the structural members of the load carrying portion5 of the chassis 2 The legs of the A-frame converge at the forward endof the load carrying frame and are secured together, a ball and socketjoint I19 being arranged to connect the forward portion of the A-frameI18 to the cross member as on the frame 3, thereby providing flexibilityof the connection and permitting the load carrying frame to pivotrelative to the forward or engine carrying portion of the chassis. Thisstructure also permits up and down movement of the rear portion 5 of thechassis relative to the forward portion of the vehicle.

It is desirable to maintain the drive shaft I52 substantially inlongitudinal alignment with the center of the load carrying frame 5, andto control rotation of the gear housings I43 and I58 to maintain thepinion gear shafts therein in longitudinal alignment. This isaccomplished by providing the housing I43 with ball and socketconnections I89 with arms EBI and I82, the rear ends of which areconnected to a collar I83 rotatably and longitudinally movable on ashaft I84 secured to a cross member 35 on the 'A-frame I18 by means of aball and socket joint I88. .Alsosecured .to said cross member I85byapivotal connection I81 is a shaft I88 rotatable and longitudinallymovable in a collar I89 having arms I90 and I9I connected by ball andsocket connections I92 arranged on each side of the gear housing I56.This arrangement of wish-bone structure maintains alignment of theextensions on the gear housings I43 and I56 regardless of the angle towhich the axle housings 1 and 8 are turned.

The structure thus far described provides for the delivery of power fromthe engine to each of the wheels 9, I0 and II for propelling the vehicleand each of the axle housings 6, 1 and 8 is mounted on the chassis insuch a manner that said axles may turn freely, as when the vehicle isnegotiating a curve. In order to control such turning to provide forsteering of the vehicle, a steering wheel I93 is provided on the chassisportion 3 adjacent a seat I 94 for the operator. The steering wheel isprovided with a post I95 and steering gear structure I96 having asteering arm I91, said arm being rotated by a shaft #98 extending to theside of the steering gear structure. Connected to the end of thesteering arm I91 is a link I99 adapted to operate a valve in the housing200, controlling operation of a piston and cylinder of a hydraulic powersteering device ZUI, fluid pressure being supplied to the hydraulicmechanism by means of a pump 202 preferably mounted on the side of theengine 3 and driven by means of a belt 203 operatively connected to asheave on the crankshaft of the engine 4. The pump moves liquid from atank (not shown) through a duct 284 to the hydraulic mechanism ZEII, thefluid pressure being bled from the hydraulic mechanism under control ofthe valve in the housing 290 through a duct 265 to a suitable overloadrelief valve 206 to a duct 20'! leading to the fluid supply tank. Thehydraulic power mechanism is the same as that now used as a hydraulicbooster on busses and other heavy commercial vehicles, the particularstructure of the hydraulic system not forming part of this invention,except in connection with its use and arrangement for steering thevehicle.

The steering booster unit or hydraulic mechanism is connected at itsrear end 208 by a pivotal connection 209 with the engine carryingportion 3 of the chassis, the forward .end of said mechanism beingconnected as at 2|!) with an arm 2II carried on a shaft 2I2 mounted inbearings 2 I3 and 2M suitably supported on each side of the chassis.Therefore the booster unit is installed and connected between astationary portion of the frame and said arm 2II whereby said boosterunit imparts linear force and movement to the arm by utilizing themedium of hydraulic pressure. Said hydraulic mechanism is essentially adouble acting hydraulic jack with an integral valve control. Connectedto the outer end of the arm 2II by means of a ball and socket joint 2I5is a drag link 2H3, the intermediate portion of which is of higherelevation than the upper portion of the wheel 9 and is curved downwardlyand has connection by means of a ball and socket joint 2I1 connectedadjacent the end of the arcuate member 25. In the illustrated instancethe arm 2II extends downwardly from the shaft 2I2 on the left-hand sideof the vehicle and is connected to the front axle housing 6 for turningsame, a turnbuckle arrangement 2I8 being provided in the drag link 2H3for adjusting the length of same.

Mounted on the rishtrbazid side of the. vehicle on the end of the shaft2 I2 is an arm 2I9 adapted to extend downwardly from the shaft 2 I2, theend of the arm 2I9 being connected by a ball and socket joint 22!] witha drag link 22I similar to the link 2I6, and having its rear end 222connected by means of a ball and socket joint 223 adjacent the end ofthe arcuate member 81 at the right-hand side of the intermediate axlehousing 1. With this arrangement, turning of the steering wheel I93 tothe left moves the arm I91 to actuate the control valve in the housing280, causing the hydraulic device to shorten in length and move the arm2 I I toward the rear of the vehicle. This rotates the shaft 2 I2 toalso move the arm 2I9 toward the rear of the vehicle, whereby the axlehousings B and 1 assume the position shown in Fig. 11. Turningthe-steering wheel to the right will cause the axle housings 6 and 1 toas sume the position shown in Fig. 12.

In order to turn the rear axle housing 8 simultaneously with the turningof the axle housings Ii and 1 the left side of the intermediate axlehousing I is connected by means of aball and socket joint 224 with aradius arm 225, the other end of which is connected by means of a balland socket joint 226 with the right side of the axle housing 8, the radus arm 225 being provided with a center drop portion as at 221, toprovide clearance between same and a radius arm 228 arranged to crossover the radius arm 225 by means of an elevated center portion, saidradius rod 228 having its ends connected by means of ball and socketjoints 229 and 239 with the right side of the axle housing I and theleft side of the axle housing 8, the spacing of the ball and socketconnections on the axle housing I being substantially the same as thespacing on the axle housing 8, whereby any turning of the axle housing 1will effect a similar turning relation to the axle housing 8.

It is to be noted that the intermediate housing turns in the oppositedirection to the front axle and when the portions 2 and 3 of the chassisare in alignment the rear axle 8 turns in the same direction as thefront axle 6. Due to the mount ing of the forward end of the A-frame I18on the ball and socket ioint I19, t ere is a tendency for theloadcarrying portion of the chassis to trail the engine carrying portion3 of the chassis, however due to the turning of the front andintermediate axles under positive control of the steering wheel there isa combination of turning action and trailing action in the positioningof t e rear axle housing I? during any turning movement of the vehicle.This is illustrated in Figs. 13 and l i of the drawings.

Any suitable load carrying device may be mounted on the A-frame I18. Inthe particular instance illustrated a plate 23I having a socket 232centrally located therein is secured to the A- frame I18 substantiallyintermediate of the axle housings 1 and 8, said socket 732 being adaptedto receive a ball 233 on the forward end of a gooseneck structure 234 ofa load carrying trailer 235. Other forms of stripped wheels and pivotalconnections may be substituted for the ball and socket arrangement forconnecting the load carrying device.

In Operating a device constructed as described, the engine 4 is startedas in conventional motorized equipment, the clutch pedal 235 operated,the gear shift lever 231 moved to place the power transmission equipmentin the proper gear, and the clutch pedal let out to engage the clutchas: in conventional practice. The power of the engine is deliveredthrough the transmission m anlsm in the housing 61 to rotate the shaft66, which simultaneously rotates the drive shafts 63 and I29, drivingthe pinions 59 and I24 to drive the ring gears 54 and I23, therebydriving the differential gearing in the housings 46 and H5 to providepropelling power to the wheels 9 and III. Smultaneously with the turningof the ring gear I23 the ring gear I42 is rotated through the shaft I31driving the pinion I41, delivering power to the drive shaft I52 andpinion I54 to rotate the ring gear I60 to drive the gearing in thedifferential housing I58 and deliver power to the wheels II. Throughthis arrangement .power is applied to each of the wheels, making an allwheel drive vehicle. In forward movement the rear wheels II may moveover irregular terrain, the rear portion of the A-frame I18 maintainingthe same relative position as the wheels. In other words, if the rightwheel raises, so does the right side of the A-frame. This is pos ibledue to the ball and socket mounting I19, the universal joints I5! andI53 on the drive shaft I52, and the ball and socket connections betweenthe gear housings I 43 and I56 and the frame member I85. The frontwheels 9 may also pass over irregularities, however, in such case theframe does not rise and fall due to the pivotal connection of the plates32 and 33 carrying the rollers 28 and 29 for stabilizing the arcuatemember 25. Therefore the front axle housing 6 may swing about the balland socketmembers I5 and I6 ina vertical plane transversely with thelongitudinal center of the vehicle. The collar 16, being rotatable andslidable on the shaft 71, maintains the alignment of the gear housing 55while permitting such swinging motion. When it is desired to turn thevehicle, the steering Wheel may be turned, for example to the left,moving the arm I91 to operate the valve in the housing 208 through thelink I99, delivering hydraulic pressure to the hydraulic mechanism 2IJIto contract same and move the arm 2II to the rear. This draws the draglink 2I6 to the rear and rotates the shaft 2I2 to move the arm and draglinks 2I9 and 22I respectively to the rear on the right side of thevehicle,thereby causing the left side of the front axle to be pulled tothe rear and the right side of the intermediate axle to be moved to therear. Simultaneously through the radius rods 225 and 228 the rear axlehousing 8 will be turnedreversely to the position of the intermediateaxle. The power for this steering is primarily in'the hydraulicmechanism 20I thereby requiring very little effort on the part of thedriver to steer the vehicle. After the wheels are turned, as in Fig. 11,forward movement of the vehicle will cause a shifting and simultaneousturning movement of the rear axle housing 8 whereby the rear axle willsubstantially trail in a curve of the same radius as the front andintermediate axles. This position is illustrated in Fig. 14 wherein thevehicle is negotiating a curve of very short radius. This positiveturning of the axle provides a flexibility of control and a tendency forcontrol of the rear axle 8 to such an extent that the vehicle may bemoved to the rear without danger of lackknifing chassis portions 3 and5. This is due to the tendency of the rear axle 8 to assume a positionparallel with the intermediate axle 1, thereby counteracting thejackknifing tendency of trailers to provide a more definite control overthe rear portion of the articulated chassis than has been possible inordinary trailer structure.

The arrangement of the radius rods 225 and 228 and the ball and socketjoint connection I19 11 betweenthe A-frame I18 and the cross bar I80effects a stabilizing effect which is transmitted from the intermediateaxle I to the rear axle 8. Theintermediate axle is stabilized byengagement of the rollers of the stabilizing members 99 and 9! with thearcuate member 81, and the stabilizing of the arcuate member 25 is byengagement' of the rollers 28 and 29 therewith. Thisspacing of thepoints of support from the axles has the effect of placing a support onthe endsof L-shaped arms which provides a leverage action capable ofresisting large loads and impact.

In the form of the invention shown in Fig. 17, the frame structure,engine mounting, steering and axle mounting are substantially thesame-as inthethree axle device. Since only two axles are; applied-to theform shown in Fig. '17, the upper gear housing I45, as shown in Fig. 3;is eliminated and the height of the A-frame or-yoke 84 reduced,otherwise the gear structure and housing are the-same. in this form ofstructurea drawbar 238 is placeol'on the rear of the longitudinal framemembers of the chassis and a ball 239 or other suitable mounting devicearranged for connecting a load unit to the two axle tractor device.

Itis believed obvious that I have provided a motorized vehicle having amultiple number of axles adapted tobe steered with an ease of controland flexibility of operation on all types of terrain providing aflexibility of operation in a high traction vehicle.

What Iclaim and desire to secure by Letters Patent is:

'1. A driving-axle mounting Ior a motor vehicle having a chassiscomprising, an axle housing, axles rotatably mounted in said housing,wheels on, said axles, a universal joint connecting the axle housing'tothe chassis, said universal joint being above and in line with thevertical center of ,theaxle housing, a ring-like member arranged in" asemi-circle under the chassis and havingits ends secured'to the axlehousing on opposite sides ot'the center thereof, said ring-like memberhaving upper and lower edges defining spaced parallel planes at rightangles to a vertical plane extending; through the universal joint andthe longitudinal center line of the axle housing,

spaced connected members mounted on the chassis for oscillation about ahorizontal axis longitudinally of the chassis, and a plurality of spacedrollers between said spaced connected members and rotatably mountedthereon, said rollers engagingthe edges of the ring-like member athorizontally spaced points for eliminating bodily movementof the axlehousing longitudinally of the chassis yet permitting swinging andturning movement of the axle housing about the cured to said axle, saidring-likemember having edges defining spaced planes at right angles to avertical plane extending through the universal joint and thelongitudinal center line of the axle, a member mounted on the chassisfor oscillation about a horizontal axis longitudinally of the chassis,and spaced means on said oscillatable member having engagement with theedges of the ring-like member at horizontally spaced pointsfor'eliminating bodily movement of the axle longitudinally ofthe chassisyet permitting swinging and turning movement of the axle about theuniversal joint, and means for controlling turning of the axle about theaxis extending-through the universal joint.

3. A driving axle mounting for a motor vehicle having a chassiscomprising, an axle housing, axles rotatably mounted in said housing,wheels on said axles, a yoke extending upwardly from the axle housingand having spaced ends secured to the axle housing on opposite sides ofthe center thereof, a universal joint connecting the yoke to-thechassis, said universal joint being above and in line with the verticalcenter of the axle housing, a ring-like member arranged in a semicircleunder the chassis and having its ends secured to the axle housing onopposite sides of the center thereof, said ring-like member having upperand lower edges defining spaced parallel planes at right angles to avertical plane extending through the universal joint and thelongitudinal center line of the axle housing, spaced members rigidlysecured together and pivotally mounted on the chassis for oscillationabout a horizontal axis longitudinally of the chassis, spaced rollersbetween said spaced members and rotatably mounted thereon, said spacedrollers having rolling engagement with the upper and lower edges ofthering-like member at'horizontally spaced points for eliminating bodilymovement of the axle housing longitudinally of the chassis yetpermitting swinging and turning movement of the axle housing about theuniversal joint, and means for controlling turning of the axle housingabout the axis extending through the universal joint.

FRED P. MARTIN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 303,497 Deckmann Aug. 12, 1884421,902 Britz Feb. 25, 1890 732.283 Ewer June 30, 1903 1,342,861 MortonJune 8, 1920 1,371,641 Morton Mar. 15, 1921 1,376,286 Lingard Apr. 26,1921 1,377,096 Sandstrom May 3, 1921 1,405,159 Polaski et a1 Jan. 31,1922 1,447,073 Gore Feb. 27, 1923 1,457,692 Carter June 5, 19231,835,412 Livingood Dec. 8, 1931 1,914,267 Leupold June 13, 1933

